WO2008045082A1 - Réduction de longueur de piste nécessaire au décollage au moyen d'une tuyère variable - Google Patents

Réduction de longueur de piste nécessaire au décollage au moyen d'une tuyère variable Download PDF

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Publication number
WO2008045082A1
WO2008045082A1 PCT/US2006/040070 US2006040070W WO2008045082A1 WO 2008045082 A1 WO2008045082 A1 WO 2008045082A1 US 2006040070 W US2006040070 W US 2006040070W WO 2008045082 A1 WO2008045082 A1 WO 2008045082A1
Authority
WO
WIPO (PCT)
Prior art keywords
control system
take
engine control
turbofan engine
landing
Prior art date
Application number
PCT/US2006/040070
Other languages
English (en)
Inventor
Wayne Hurwitz
Ashok K. Jain
Original Assignee
United Technologies Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by United Technologies Corporation filed Critical United Technologies Corporation
Priority to EP06851139.3A priority Critical patent/EP2074301B1/fr
Priority to PCT/US2006/040070 priority patent/WO2008045082A1/fr
Priority to US12/374,131 priority patent/US8935073B2/en
Publication of WO2008045082A1 publication Critical patent/WO2008045082A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/002—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto with means to modify the direction of thrust vector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/06—Varying effective area of jet pipe or nozzle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/06—Varying effective area of jet pipe or nozzle
    • F02K1/12—Varying effective area of jet pipe or nozzle by means of pivoted flaps
    • F02K1/1207—Varying effective area of jet pipe or nozzle by means of pivoted flaps of one series of flaps hinged at their upstream ends on a fixed structure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K1/00—Plants characterised by the form or arrangement of the jet pipe or nozzle; Jet pipes or nozzles peculiar thereto
    • F02K1/06—Varying effective area of jet pipe or nozzle
    • F02K1/15—Control or regulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02K—JET-PROPULSION PLANTS
    • F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
    • F02K3/02—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber
    • F02K3/04—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type
    • F02K3/06—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type with front fan
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • This invention relates to thrust vectoring during take-off and/or landing of an aircraft using, for example, a turbofan engine.
  • Take-off field length is an important parameter for large commercial aircraft. Enabling a commercial aircraft to utilize a shorter field length enables the aircraft to operate at a greater number of airport facilities.
  • the take-off field length requirement is affected by factors such as aircraft gross take-off weight, aircraft aerodynamics, engine performance and operating environment. These same parameters also affect the ability of the aircraft to land on shorter fields.
  • a turbofan engine control system includes a core nacelle housing a compressor and a turbine.
  • the fan is arranged upstream from the core nacelle and is surrounded by a fan nacelle.
  • a bypass flow path is arranged downstream from the turbofan between the core and fan nacelles.
  • the bypass flow path includes a nozzle exit area.
  • the controller detects either a take-off condition or a landing condition.
  • the controller determines the take-off and landing conditions using various sensors that are typically indicative of those conditions.
  • the controller changes the effective nozzle exit area to achieve a thrust vector in response to the take-off and landing conditions.
  • the nozzle exit area is effectively changed, for example, by manipulating hinged flaps to achieve the thrust vector.
  • Figure l is a cross-sectional view of an example geared turbofan engine.
  • Figure 2 is a partially broken perspective view of the engine shown in Figure 1.
  • Figure 3 is a schematic end view of the engine shown in Figure 2 and its control system.
  • a geared turbofan engine 10 is shown in Figure 1.
  • a pylon 38 secures the engine 10 to the aircraft.
  • the engine 10 includes a core nacelle 12 that houses a low spool 14 and high spool 24 rotatable about an axis A.
  • the low spool 14 supports a low pressure compressor 16 and low pressure turbine 18.
  • the low spool 14 drives a turbofan 20 through a gear train 22.
  • the high spool 24 supports a high pressure compressor 26 and high pressure turbine 28.
  • a combustor 30 is arranged between the high pressure compressor 26 and high pressure turbine 28. Compressed air from compressors 16, 26 mixes with fuel from the combustor 30 and is expanded in turbines 18, 28.
  • the engine 10 is a high bypass turbofan arrangement.
  • the bypass ratio is greater than 10: 1
  • the turbofan diameter is substantially larger than the diameter of the low pressure compressor 16.
  • the low pressure turbine 18 has a pressure ratio that is greater than 5: 1, in one example.
  • the gear train 22 is an epicycle gear train, for example, a star gear train, providing a gear reduction ratio of greater than 2.5:1. It should be understood, however, that the above parameters are only exemplary of a contemplated geared turbofan engine. That is, the invention is applicable to other engines including direct drive turbofans.
  • Airflow enters a fan nacelle 34, which surrounds the core nacelle 12 and turbofan 20.
  • the turbofan 20 directs air into the core nacelle 12, which is used to drive the turbines 18, 28, as is known in the art.
  • Turbine exhaust E exits the core nacelle 12 once it has been expanded in the turbines 18, 28, in a passage provided between the core nacelle and a tail cone 32.
  • the core nacelle 12 is supported within the fan nacelle 34 by structure 36, which are commonly referred to as upper and lower bifurcations.
  • a generally annular bypass flow path 39 is arranged between the core and fan nacelles 12, 34.
  • the example illustrated in Figure 1 depicts a high bypass flow arrangement in which approximately eighty percent of the airflow entering the fan nacelle 34 bypasses the core nacelle 12.
  • the bypass flow B within the bypass flow path 39 exits the fan nacelle 34 through a nozzle exit area 40.
  • Thrust is a function of density, velocity and area. One or more of these parameters can be manipulated to vary the amount and direction of thrust provided by the bypass flow B.
  • the engine 10 includes a structure associated with the nozzle exit area 40 to change the physical area and geometry to manipulate the thrust provided by the bypass flow B.
  • the nozzle exit area may be effectively altered by other than structural changes, for example, by altering the boundary layer, which changes the flow velocity.
  • any device used to effectively change the nozzle exit area is not limited to physical locations near the exit of the fan nacelle 34, but rather, includes altering the bypass flow B at any suitable location.
  • the engine 10 has a flow control device 41 ( Figure 3) that is used to effectively change the nozzle exit area.
  • the flow control device 41 provides the fan nozzle exit area 40 for discharging axially the bypass flow B pressurized by the upstream turbofan 20 of the engine 10. A significant amount of thrust is provided by the bypass flow B due to the high bypass ratio.
  • the turbofan 20 of the engine 10 is typically designed for a particular flight condition, typically cruise at 0.8M and 35,000 feet.
  • the turbofan 20 is designed at a particular fixed stagger angle for an efficient cruise condition.
  • the flow control device 41 is operated to vary the nozzle exit area 40 to adjust fan bypass air flow such that the angle of attack or incidence on the fan blade is maintained close to design incidence at other flight conditions, such as landing and takeoff.
  • the flow control device 41 defines a nominal converged position for the nozzle exit area 40 at cruise and climb conditions, and radially opens relative thereto to define a diverged position for other flight conditions.
  • the flow control device 41 provides an approximately 20% change in the nozzle exit area 40.
  • the flow control device 41 includes multiple hinged flaps 42 ( Figure 2) arranged circumferentially about the rear of the fan nacelle 34.
  • the hinged flaps 42 can be actuated independently and/or in groups using segments 44.
  • the segments 44 and each hinged flap 42 can be moved angularly using actuators 46.
  • the segments 44 are guided by tracks 48 in one example.
  • the hinged flaps 42 may be manipulated to change the amount and/or direction of thrust.
  • the thrust vector is changed by effectively altering the nozzle exit area 40 so that an aircraft can utilize a shorter field.
  • a geometry of the nozzle exit area 40 is physically changed using the hinged flaps 42.
  • Figure 3 illustrates a downward thrust vector that assists the aircraft during take-off and landing.
  • the thrust vector used in a particular application depends upon the location of the engine relative to the aircraft's center of gravity.
  • the segments 44 are arranged in quadrants, and the upper quadrants are manipulated as a pair and the lower quadrants are manipulated as a pair to achieve the downward thrust vector.
  • the nozzle is varied to angle the thrust axies downward causing a component of the thrust to act as a net lifting force on the aircraft.
  • the lifting force directly adds to the aerodynamic lift of the aircraft reducing the required aircraft take-off velocity and, thus, reduces the required take- off field length.
  • An associated control system is schematically shown in Figure 3.
  • the control system includes a controller 50 that communicates with the actuators 46, which manipulate the segments 44. Additional or alternative components to those discussed below can be used to communicate with the controller 50, which is programmed to manipulate the flow control device 41.
  • the controller 50 commands the actuators 46 to achieve a downward thrust vector in response to, for example, a weight sensor 52 and a full throttle position indicator 54, which are indicative of a take-off condition.
  • the weight sensor 52 is used to determine when the aircraft is on the ground.
  • the controller 50 commands the actuators 46 to achieve a normal thrust vector once a predetermined aircraft velocity has been achieved subsequent to take-off.
  • the normal thrust vector may provide a small downward thrust that is typical in fixed nozzle turbofan engines. Accordingly, the thrust vector achieved by the flow control device 41 is in addition to any normal thrust vector.
  • the aircraft velocity is detected with an air speed sensor 60 and communicated to the controller 50.
  • the controller 50 also commands the actuators 46 to achieve a downward thrust vector in response to, for example, a full flap condition 56 indicative of the landing condition. In one example, the controller 50 commands the actuators 46 to achieve a normal thrust vector in response to actuation of a switch 58 by the pilot when the aircraft is taxing subsequent to landing.
  • an upward thrust vector can be used to reduce the overall trim drag related to operation of the aircraft aero-control surfaces. Additionally, the overall size and weight of the horizontal tails could be reduced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Control Of Turbines (AREA)

Abstract

La présente invention concerne un système et un procédé de commande de turboréacteur à double flux. Le système comprend un logement de nacelle centrale (12), un compresseur et une turbine. Un turboréacteur à double flux est monté en amont de la nacelle centrale et est entouré par une nacelle de soufflante (34). Une voie de passage de dilution (39) s'étend en aval du turboréacteur à double flux, entre la nacelle centrale et la nacelle de soufflante. Cette voie de passage de dilution comporte une surface de sortie de la tuyère (40). Un élément de commande (50) détecte au moins une condition de décollage et/ou une condition d'atterrissage et modifie de manière effective la surface de sortie de la tuyère afin d'obtenir un vecteur poussée en réponse aux conditions de décollage et d'atterrissage.
PCT/US2006/040070 2006-10-12 2006-10-12 Réduction de longueur de piste nécessaire au décollage au moyen d'une tuyère variable WO2008045082A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP06851139.3A EP2074301B1 (fr) 2006-10-12 2006-10-12 Turboréacteur à double-flux avec une tuyère de poussée controlée pour décollage et atterrissage
PCT/US2006/040070 WO2008045082A1 (fr) 2006-10-12 2006-10-12 Réduction de longueur de piste nécessaire au décollage au moyen d'une tuyère variable
US12/374,131 US8935073B2 (en) 2006-10-12 2006-10-12 Reduced take-off field length using variable nozzle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2006/040070 WO2008045082A1 (fr) 2006-10-12 2006-10-12 Réduction de longueur de piste nécessaire au décollage au moyen d'une tuyère variable

Publications (1)

Publication Number Publication Date
WO2008045082A1 true WO2008045082A1 (fr) 2008-04-17

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Family Applications (1)

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PCT/US2006/040070 WO2008045082A1 (fr) 2006-10-12 2006-10-12 Réduction de longueur de piste nécessaire au décollage au moyen d'une tuyère variable

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Country Link
US (1) US8935073B2 (fr)
EP (1) EP2074301B1 (fr)
WO (1) WO2008045082A1 (fr)

Cited By (2)

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EP1916405A2 (fr) * 2006-10-17 2008-04-30 United Technologies Corporation Tuyère à section variable de contrôle du vecteur de poussée pour nacelle de soufflante de turboréacteur
US8769925B2 (en) 2006-06-29 2014-07-08 United Technologies Corporation Thrust vectorable fan variable area nozzle for a gas turbine engine fan nacelle

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US8935073B2 (en) * 2006-10-12 2015-01-13 United Technologies Corporation Reduced take-off field length using variable nozzle
US8127529B2 (en) 2007-03-29 2012-03-06 United Technologies Corporation Variable area fan nozzle and thrust reverser
US10040563B1 (en) * 2013-04-11 2018-08-07 Geoffrey P. Pinto Dual panel actuator system for jet engines
US9732700B2 (en) * 2013-10-24 2017-08-15 The Boeing Company Methods and apparatus for passive thrust vectoring and plume deflection
US9546618B2 (en) * 2013-10-24 2017-01-17 The Boeing Company Methods and apparatus for passive thrust vectoring and plume deflection
US10654577B2 (en) 2017-02-22 2020-05-19 General Electric Company Rainbow flowpath low pressure turbine rotor assembly
US11421627B2 (en) 2017-02-22 2022-08-23 General Electric Company Aircraft and direct drive engine under wing installation
US11306681B2 (en) * 2019-01-15 2022-04-19 The Boeing Company Sheared exhaust nozzle
US11428160B2 (en) 2020-12-31 2022-08-30 General Electric Company Gas turbine engine with interdigitated turbine and gear assembly

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Also Published As

Publication number Publication date
US20090259379A1 (en) 2009-10-15
EP2074301B1 (fr) 2016-02-24
US8935073B2 (en) 2015-01-13
EP2074301A1 (fr) 2009-07-01

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